Reenforcing means for metallic plates



Jan. 29, 1929. 1,700,144

A. E. SMALL REENFORCING MEANS FOR METALLIC PLATES Filed July 6, 1926 2 Sheets-Sheet I Jhvenzor: 5021611115. Q9172 0Z7 Patented Jan. 29, 1929.

UNITED STATES PATENT oF FICE.

ARTHUR E. SMALL, CHICAGO, ILLINOIS, ASSIGNOR TO UNION METAL PRODUCTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

REENFOROING MEANS FOR METALLIC PLATES.

Application filed m .6,

Reference is had to the accompanfying drawings, which illustrate the preferred orm of the invention, though it is to be understood that the invention is not limited to the exact tion between strength, rigidity and resiliene A nother object is to obtain this result with the least amount of raw material and to pro vide a finished article of the least possible weight consistent with strength requirements. I

' Another ob'ect is to obtain the desired strengthQrigi ity and resiliency by forming a metallic plate with'integral corrugations or ribs which taper in width toward their opposite ends and other preferably alternate corrugations or ribs which project in the opposite direction therefrom and which increase in width toward their opposite ends, the opposite ends of the last mentioned corrugations being formed to provide a certain amount of resiliency to enable the plate to deflect and return to its normal position without appreciable permanent distortion.

Another object is to form a metallic plate with a plurality of corrugations which are all of the same depth and of equal'depth for the major portion of their length so as to form a substantially flush surface on one side of the plate (or railway carstructure) and to also form the plate with corrugations p0- sitioned alternately therebetween which are deepest adjacent their'middle and decrease in depth toward their opposite ends. Another object is to merge the adjacent portions of the oppositely projecting corrugations into each other so as to provide, in effect, a plurality of corrugations having a depth equal to the total depth of the oppositely projecting corrugations.

Another object is to provide such a corrugated metallic plate which can be formed by 1926. Serial No. 120,732.

pressing it (when heated, if necessary) between ies WhlCh move toward each other in one direction only.

The construction may be used wherever.a strong, resilient panel is desired, but is especially adaptable for railway car structures, such as end walls, side or end doors, ho per doors, floors, roofs, etc., and while I ave shown and claimed herein the construction used as an end wall of a railway car, it'is my intention to file other applications for patents covering the construction used in other railway car structures.

It is well known that the end walls of railway cars are more likely to be broken or otherwlse injured than the side walls. This is due to the inertia thrusts and pressures caused by the shifting of the cargoes when the train starts or stopsbe local,'tending to distort the end in some part1cular spot, as, for example, when a piece of piping or lumber shifts lengthwise imparting a blow against the end wall of the car; or there may be a general tendency to break out the end wall as a whole or tear it away from the framing. For the purpose, therefore, of greater strength and durability, car ends have been constructed of metal plates corru ated or' formed with ribs to impart the desired strength, rigidity and resiliency. My construction is especially adapt- These thrusts may able to end walls for railway cars (of any i type) because it has the strength to resist the continuous pounding of the shifting loads thereon and has the resiliency necessary to absorb these numerous shocks without distortion. Distortion of an end wall might bend the brake mast, thereby causing interference with the operation of the hand brake mechanism. Furthermore, such distortion might reduce the end'ladder clearance beyond that prescribed by the Interstate Commerce Commission. en made of ,several plates secured together the end wall can be made stronger where greater strength is required. A wooden inside lining is required in a railway house car for blocking the lading to and for compliance with the requirements of the bureau of explosives of the American Railway Association. Such a wooden lining can be easily applied to my construction.

In the drawings:

Fig. 1 shows a typical application of my device to arailway box car.

Fig. 2 is a side elevation of Fig. 1.

space 6 equi-distant on each side of their mid- Fig. 3 is a section on line 3-3 of Fig. 1. Fig. 4 is a section on line 4-4 of Fi 1. -Fig. 5 is a section on line 5-5 of Fig. 1 showing the corrugated plates only. I Fig. 6 is an enlarged detail of a plate reenforced by my arrangement of corrugations. Fig. 7 is a section on line 7 -7 of Fig. 6. Fig. 8 is a section'on line 88 of Fig. 6. Fig. 9 is a section on line 9-9 of Fig. 6. Fig. 10 is a section on line 10-40 of Fig. 6. Fig. 11 is a section on line 11-11 of Fig. 6. Fig. 12 is a section on line 1212 of Fig. 6;

the depressions are spaced apart distances equal to their width so that the neutral axis is midway between the bounding planes of the corrugated structure. The depressions are provided with terminal portions 13 which merge into the original plane of the plate.

The various contours of the corrugations are such that the center lines of the metal at any cross section of the corrugated plate normal to the corrugations are equal. Further- The plate is formed of integral corrugamore, the metal is sodisposed as to provide tions or ribs 23 projecting alternately in opposite directions and preferably having their sides 45 merging into the adjacent corrugations so as to provide, in effect, a plurality of parallel corrugations having a depth 'equal to the total depth of the oppositely projecting corrugations. (See Fig. 7.) For a dle the corrugations are spaced apart distances equal to their widths so that the neutral axis of the corrugated section is midway between the bounding planes of the corrugated structure. The apices 78 of the corrugations are preferably arched so as 'to transmit any load imposed upon them to the opposite side walls 45 of the corrugations. This arched formation has the further advantage of reducing the stretch of the metal in pressing the corrugations in the plate. I have used the terms embossments and de-- pressions in the specification and claims to avoid confusion and differentiate between the corrugations projecting one way from the original plane 9 of the plate and those projecting in the opposite direction thereto, but otherwise I contemplate no diiference in the meaning of the terms.

In the construction illustrated the embossments 2 have a constant width and depth for a space 6 equi-distant on each side of the middle of the plate and then decrease in width (and preferably also in depth) until they merge into the original plane 9 of the plate at 10. (See Fig. 9.)

The depressions 3 are positioned alternately between the embossments 2 and preferably have a constant width and depth for the space 6 equi-distant' on each side of the middle of the plate corresponding to embossment 2 and then preferably maintain a constant depth but increase in width toward their opposite ends proportionately to the decrease in width of the embossments so that the adjacent sides 45 of the embossments and depressions are parallel, and in the preferred form, these sides merge into each other.

The extremities of the depressions 3 are bifurcated to form ribs 11 which decrease in depth and also preferably in width toward the middle of the depressions. The embossments, depressions and ribs merge into each other adjacent their extremities so as to form of equal depth or one group may lie deeper than the other group to suit conditions. In

the form illustrated the embossments are shallower than the depressions.

By thus forming a metallic plate I provide a plurality of corrugations or beams which cooperate to'form a very strong structure adjacent the middle of the plate capable of absorbing considerable stress without much deflection and which also form a resilient structure adjacent the ends of the corrugationsso that when the plate deflects under extreme load it rebounds or returns to its normal position without appreciable permanent distortion.

When the panel is formed of two plates 20-21 riveted or otherwise secured together it is generally preferable to maintain the adjacent edges'of the plate in the original plane of the plate so as to simplify manufacturing, punching and assembling. As the depressions are wider adjacent their ends the distance 22 between thedepressions at the edges of the connected plates must necessarily be greater than the distance 23 between depressions in the same plate owing to the overlap ping of the plates at the connecting seam 24. In order to eliminate a wide, fiat, weak portion in the panel, I provide relatively short corrugations 25 between each depression and the edge of the plate. These relatively short corrugations merge into the side of the depression, as shown in Fig. 7 When the connected plates bulge adjacent the seam these shorter corrugations open up and relieve the rivets at the seam, thus preventing tearing of' major portion of their len h so as to provide a substantial flush sur ace on the inside of the car to support the lining boards 34- may be positioned horizontally, vertically or obliquely and the connecting seams between the corrugated plates may be positioned horizontally, vertically or obliquely, as desired. Experience has shown that the upper port-ion ofthe end wall of a railway car is not subjected to as severe stresses as the lower portion, therefore, I preferto make the upper plates of thinner material than the lower plates, thereby reducing the weight of the car as well as its cost. I have illustrated a device applied to a box car. However, it is applicable to any type of railway equipment, such as automobile cars, gondola cars, stock cars, or the like.

This structure has certain advantages not contained in the structures disclosed and claimed in my copending applications Serial No. 595,632, now Patent No. 1,674,137, dated June 19, 1928, filed October 19, 1922, and Serial No. 595,634, filed October 19, 1922.

In my co-pending application, Serial No. 131,940, filed August 27, 1926, I have disclosed but not claimed the subject matter of claims 23-29 inclusive.

I claim:

1. In a railway car structure, a metallic plate formed with a plurality of embossments decreasing in width toward their ends, and a plurality of depressions increasing in width toward their ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends of the depressions bifurcated to form ribs.

2. In a railway car structure, a metallic plate formedwith a plurality of embossments decreasing in width toward their ends, and a plurality of depressions increasing in width toward their ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends of the depressions bifurcated to form ribs, said embossments, depressions and ribs all being the same width and depth at lines remote from the middle thereof;

3. In a railway car structure, a metallic plate formed with a plurality of embossments decreasing in width toward their ends, and a plurality of depressions increasing in width toward their ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends of the depressions bifurcated to form ribs, said embossments and depressions being equal in width adjacent their medial line.

4: In a railway car structure, a.meta'llic late formed with a plurality of embossments ecreasing in width toward their ends, and a plurality of depressions increasing in width toward their ends, saidembossments and deressions projecting in opposite directions rom the original plane of the plate, the ends of the depressions bifurcated to form ribs,

said embossments and depressions being equab in width and of constant width equidistant on opposite sidesof the medial line.

5. In a railway car structure, a metallic plate formed with a plurality of embossments decreasing in width toward their ends, and a f plurality ofdepressions positioned alternately therewith increasing in width toward their Y ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends of the depressions bifurcated to form ribs with the sides of the embossments merging ipto the adjacent sides of the depressions.

6. In a railway car structure, a metallic plate-formed with a plurality of embossments decreasing in width toward theirends, and a plurality of depressions positioned alternately therewith increasing in width toward their ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends Ofthe depressions bifurcated to form ribs with the sides of the embossments merging into the adjacent 1 sides of the depressions for the entire length of these elements.

7. In a railway car structure, a metallic .plate formed with a plurality of embossments decreasing in width toward their ends, and a plurality of depressions of constant depth the major portion of their length and increasing in width toward their ends, said emboss-' ments and depressions projecting in opposite directions from the original plane of the plate, thte ends of the depressions bifurcated to form r1 s.

9. In a railway car structure, a metallic plate formed with a plurality of embossments decreasing in width and depth toward their ends, and a plurality of depressions positioned alternately therewith of constant depth the major portion of their length and increasing in width toward their ends, said embossments and depressions projecting in o posite directions from the original plane of t e plate, the ends of the depressions bifurcated to form ribs. I

10. In a railway car structure, a metallic plate formed with a plurality of embossments decreasing in width toward their ends, and a plurality of depressions increasing in width toward their ends, said embossments and depressions projecting in opposite directions from the original plane of the plate, the ends of the depressions bifurcated to form ribs, said embossments, depressions and ribs all bein the same width and depth at lines remote from the middle thereof, said emboss ments and depressions being equal in width adjacent their medial line with the sides of the embossments merging into the adjacent sides of the depressions for the entire length of these elements. I

11. An end wall for a railway car, a relative thin plate secured to a relative thick plate along a substantially horizontal line, each of said plates formed with a plurality of parallel embossments decreasing in width toward their ends, and a plurality of parallel depressions positioned alternately therewith increasing in width toward their ends and projecting in the opposite direction from said embossments, the ends of the depressions bifurcated to form ribs which decrease in depth toward the middle of the depressions.

12. In a railway car, the combination of two parallel frame members, a metallic plate spanning the distance therebetween and secured thereto, said plate formed with a plurality of parallel embossments decreasing in width toward their ends, and a plurality of parallel depressions positioned alternately Y therebetween increasing in width toward their ends, the ends of the depressions being bifurcated, and terminal portions merging the bifurcated portions into the plate adjacent said frame members.

13. In a railway car, the combination of two parallel frame members, a metallic plate spanning the distance therebetween and secured thereto, said plate formed with a plurality of parallel embossments decreasing in width toward their ends, and a plurality of parallel depressions positioned alternately therebetween of constant depth the major portion of their length increasing in width toward their ends, the ends of the depressions being bifurcated, and terminal portions merging the bifurcated portions into the plate adjacent said frame members, nailing strips fitted within said embossments and secured thereto, and a wooden lining secured to said nailing strip and bearing against said depressions.

14:. A metallic plate formed with a plurality of alternately disposed oppositely pro-' jecting corrugations, some of which have their ends bifurcated, so as to provide a relatively rigid structure adjacent the middle of the corrugations and a relatively resilient structure adjacent the ends of the corrugations.

15. In a railway car structure, a metallic plate formed with a plurality of corrugations projecting in opposite directions from the original plane of the plate, some of which have their opposite ends divided so as to provide a relatively rigid structure adjacent the middle of the corrugations and a relatively resilient structure adjacent the ends of the corrugations.

16. In a railway car structure, a metallic plate formed with a pluralit of corrugations projecting in opposite directions from the original plane of the plate, some of which have their opposite ends divided so as to provide a relatively rigid structure adjacent the middle of the corrugations which gradually become a relatively resilient structure adjacent the ends of the corrugations.

17. In a railwa car structure, a metallic plate formed with a plurality of corrugations projecting in opposite directions from the original plane of the plate which are relatively deep adjacent their middle portions, some of which have their opposite ends divided to form a greater number of relatively shallow corrugations adjacent their end portions so as to provide a relatively rigid structure adjacent the middle of the corrugations and a relatively resilient structure adjacent the ends of the corrugations.

18. In a railway car structure, a metallic plate formed with a plurality of corrugations projecting in opposite directions from the original plane of the plate which are relatively deep adjacent their middle portions, some of which have their opposite ends divided to form a greater number of relatively shallow corrugations adjacent their end portions so as to provide a relatively rigid structure adjacent the middle of the corrugations which gradually becomes a relatively resilient structure adjacent the ends of the corrugations.

19. In a railway car structure, a metallic plate formed wit a plurality of corrugations projecting in opposite directions from the original plane of the plate which are rela tively deep and relatively wide adjacent their middle portions, some of which have their opposite ends divided to form a greater number of relatively shallow and relatively narrow corrugations adjacent their end portions so as to provide a relatively rigid structure adjacent the middle of the corrugations and a relatively resilient structure adjacent the ends of the corrugations.

20. In a railway car structure, a metallic plate formed with a plurality of corrugations projecting in opposite directions from the original plane of the plate which are relatively deep and relatively wide adjacent their middle portions, some of which have their opposite ends divided to form a greater number of relatively shallow and relatively narrow corrugations adjacent their end portions so as to provide a relatively rigid structure adjacent the middle'of the corrugations which gradually becomes a relatively resilient structure adjacent the ends of the corrugations.

21. A wall for a railway car comprising a metallic plate secured to oppositely disposed frame members of the car, said plate provided with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite frame members, said plate also formed with a plurality of depressions of constant depth the major portion of their length and terminating within the plate adjacent said opposite frame members, said embossments and depressions projecting in opposite directions from the original plane of the plate.

22. A wall for a railway car comprising a metallic plate secured to oppositely disposed frame members of the car, said plate provided with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite frame members, said plate also formed with a plurality of depressions positioned alternately therebetween of constant depth the major portion of their length and terminating within the plate adjacent said opposite frame members, said embossments and depressions projecting in opposite directions from the origina plane of the plate.

23. A wall for a railway car comprising a metallic plate secured to oppositely disposed frame members of the car, said plate provided with a plurality of embossments of constant depth for a short distance adjacent their middle which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite frame members, said plate also formed with a plurality of depressions of constant depth the major portion of their length and terminating within the plate adossments and depressions projecting in opposite directions from the original plane of the plate.

24. In a railway car structure, a metallic plate formed with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite edges of the structure, said plate also formed with a plurality of depressions of constant depth the major portion of their length and terminating within the plate adjacent opposite edges of the structure, said acent said opposite frame members, said emembossments and depressions projecting in opposite directions from the original plane of the plate.

25. In a railway car structure, a metallic plate formed with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite edges of the structure, said plate also formed with a plurality of depressions positioned alternately therebetween of constant depth the major portion of their length and terminating within the plate adjacent opposite edges of the structure, said embossments and depressions projecting in opposite directions from the original plane of the plate.

26. In a railway car structure, a metallic plate formed with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite edges of the structure, said plate also formed with a plurality of depressions positioned alternately therebetween ofconstant depth the major portion of their length and terminating within the plate adjacent opposite edges of the structure, said embossments and depressions projecting in opposite directions from the original plane of the plate, and a lining bearing against said depressions and secured to the plate.

27. In a railway car structure,'a metallic plate formed with a plurality of embossments of constant depth for a short distance adjacent their middle which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite edges of thestructure, said plate also formed with a plurality of depressions of constant depth the major portion of their length and terminating within the plate adjacent opposite edges of the structure, said embossments and depressions projecting in opposite directions from the original plane of the plate.

28. In a railway car structure, a metallic plate formed with a plurality of embossments which decrease in depth toward their opposite ends and terminate within the plate adjacent opposite edges of the structure, said plate also formed with a plurality of depressions positioned alternately therebetween of constant depth the major portion of their length and terminating within the plate adjacent opposite edges of the structure with the opposite ends of the depressions bifurcated to form ribs, said embossments and de pressions projecting in opposite directions from the original plane of the plate.

ARTHUR E. SMALL. 

